Compression and oil-control piston ring



Aug. 26, 1,930. H. M. HARDY 1,774,002

COMPRESSION AND OIL CONTROL PISTON RING Filed Feb.1e, 1928 2 sheets-snee: 1

Aus- 26, 1930. H. M. HARDY 1,774,002

COMPRESSION AND OIL CONTROL PISTON RING Filed Feb. 16, 1928 2 Sheets-hee?I 2 muy Patented Aug. 26, 1930 TE s.

PATENT OFFICE HAZLETT'M. HARDY, OF MUSKEGON, MICHIGAN i OMIRESSION AND-` OIL-CONTROL PISTON RING Applicaton'led February 16, 1928. Serial No. 254,712.

rlhis invention relates to piston rings adapted for Various types of engines or compressors such as internal combustion or steam engines,` compressors, hydraulic equipment,

K pumps and other compression practices, and

and by which a series or plurality of compression or throttle chambers are provided between the units or rings of the assembly embodying a peripherally grooved carrier ring and a bearing ring mounted in the carrier ring groove.

A further obj ect of. the invention is to provide a ring of the type described lin which bridges or webs are formed on either the bottom wall of the groove in the carrier ring or the inner wall of the bearing ring and disposed normally in contact, or substantially so, vwith the co-acting wall or face of the other ring so as to produce a series of compression or throttle chambers for oil or other fluid as used in compression practice, said chambers communicating if desired to provide uniform or balanced pressure.

The primary intent is that there be a contact or constant engagement' between the bridges or webs carried by one ring with the adjacent wal opposing them on the other ringproviding therebetween a plurality of chambers either independent of each other or continuously connected by passages through the bridges or webs, this construction being applicable in modified form to the prior form of the invention and producing therein an improvement in the functioning thereof. The advantage of this 4construction over the construction of other piston rings heretofore devised isthat the throttle chamberor chambers provided for between the carrier ring and the bearing ring afford means for the storage of surpluses of oil or lubricant which will be prevented from passing tothe compression head, the pressures being built yup on a compression stroke of a piston driving these surpluses between the rings and into the chamber or chambers, and the oil or lubricant sov stored escaping from the chambers on the backward or vacuum stroke of the piston, at which time the bearing ring will contact mostfirmly with the land formed by the outer or forward flange of the carrier ring and the line of least resistance will exist between the bearing ring lower surface and the carrier ring inner flange. v

With this construction a more generous supply of oil or lubricant can be distributed within and upon a cylinder wall for the entire distance of a piston stroke or travel, the oil conducted on and in the rings constitute a seal for the forces of compression as they build up, and the chambers between the two rings afford means whereby the surpluses of oil or lubricant (while resisting the forces of compression) may be driven through the line of least resistance existing between the two rings and into-the throttle chamber or chambers, thereby producing the result of more perfect seal, better lubrication, prevention of blow-by of fuel and oil pumping in combustion engines and buildingupl pressure between the rings to force the bearing ring against the cylinder wall and prevent its collapsing under highpressure and high speeds.

With the above and other objects in View, the invention consists in certain novel combinations and arrangement of parts, the relation of which will be more thoroughly estab, lished in the following description particularly emphasizing and pointing out the same.

In the accompanying drawings :-V

Fig. 1 is a sectional elevation of one form of compression and oil control piston ring constructed in accordance with the invention and showing the bridges or webs formed on the carrier ring.

`Figs. 2 and 3 are sectional views taken on the sect-ion lines 2-2 and 3 3 of Figure 1.

Fig. 4 is a sectional View of a modification.

Fig. 5 is a View similar to Figure 1 but I showing the bridges or webs'formed on the bearing ring.

Figs. Gand 7 are sectional views taken on particularly to the form shown in Figures ln to 3, inclusive, the compression and oil control piston ring. is designated as an entirety at 9 and comprises an inner or carrier ring 10 which is adapted to seat in a groove on any piston used in compression practice, whether for the object Iof securing compression of gas in internal combustion or gasoline motors, crude oi-l engines or those' ofthe Diesel type',

'air or other compressors, steam engines, and -sQ forth.

This carrier ring is of channel-shaped cross section and has'a groove or channel 11 inrits periphery adapted to receive a bearing ring 12 therein and between flanges formed at the sides of the carrier ring. The flanges are preferf ably parallel to each other and at right angles to the axis of the ring and of such length or width as to be within or below the peripheral face of thepiston and of the bearing ring when the carrier ring is inserted in a piston groove with the bearing ring in the carrier ring groove and engaging the cylinder wall. Thatis, the radial thickness of the` carrier ring through the flanges is less than the radial depth of the groovein the piston. Each ring is provided with a stepped cut joint or split ends as indicated at 13 and 14 respectively sothat, owing to the resiliency and expa-nrsil'e tendency of the rings, these Joints will: be normally open. 4

However, there. is provided between the rings spaced bridges'or webs,1-5. Thesepare preferably formed on one of the rings and as indicated in Figures 1, 2 and 3 are produced in the floor' of the carrier ring or the bottom wall of the groove thereiiiat suitable intervals, preferably equi-distantly spaced apart and tapered as shown radially or sloping or beveled at their ends 'in longitudinal dimension. In vthe forni shown, eight of such webs are illustrated, though there is no restriction. as to number and the latter may vary laccording to needs. A These Webs produce compression or throttle chambers 16 be'- l tween them and the rings, although essentially there is a compression or throttle chamber f between the carrier and the bearing ring, especially where the webs are grooved circuinferentially or longitudinally as indicated at 17. If these webs are not grooved peripherally, they provide a series of relatively independent chambers with no communication or free communication between tliem except slight 'spacesl indicated at 18 between their outer faces and the inner wall or face of the bearing rin 12.

The bearing ring is of uniform width andl cross section throughout, :and in this respect may be termed a plain ring usually wider than it is thick.; The bearing ring its within the groove. of the carrier ring in contact or substantially in contact with the outer faces or bridges 15 and between the side flanges 13 o'f the carrier ring but in such a manner as to project-from the peripheral edges of the flanges. .In other words, the bearing ring is lof Agreater radial thickness than 'the radial rring as a whole with the cylinder wall and reducing friction and wear thereon. However, the depth of the groove in the carrier ring at the chambers or between the webslis greater in radial dimension than the thickness radially of the bearing ring. While the spaces 18 may be relied upon tov establish continuous communication between the chambers so that in actual practice oilor other Huid will escape therebetween, this continuity of the chambers, so as to produce a relatively single compression l or oil control throttle chamber, may be accentuated or emphasized to establish free communication by reason of central longitudinal giooves 17 in the webs as already described. Normally, the bearing ring seated on the bridges or webs in the floor of the groove in the carrier ring, is sup-- ported on or engaged with both lateral sides by the flanges or inner faces thereof on the carrier ring which are arranged at right angles to the axes of both rings when assembled. Therefore, the line of least resistance to fluid under pressure is between the' coacting faces of the rings. Thus, under active for compression stages, oil'is forced and be- `tween the two rings and into the throttle 'chamber or chambers, and is trapped thereon to forni an effective` seal against loss of compression and insure maximum compression,

vAt thesame time this oil is conserved as a lubricant and owing to the fact that the bearing ring is constantly in contact with the cylinder, the escape of the oil to the cylinder head in an internal combustion engine and the burning thereof with resultant carbon formation and ineiiiciency of the motor is obviated. Also, uniformity of compression between the rings is provided by reason of the communication established ybetween f the chambers and a uniform seating ofthe rings and particularly the bearing ring against the cylinder wall, is assured with resultant ease of operation and minimum wear on the coracting workingl parts. @n the intake or suction stroke of the piston, the pressure on the 'rings as assembled isA opposite` to the pressure therein` during the compression stroke and vtherefore the surplus of oil forced into thel throttle chamber or chambers during comioo' pression, permitted to escapedownward A'fluid under pressure into the throttle chamber exists between the two rings for the reason that the combined expansile forces of the two ri-ngs exerted on the cylinder wall by the bearing ring, prevents the blow by at the peripheryof the bearing ring, and there is at the same time a weaker point of attack between the rings as assembled.. The fluid readily finds this passage and follows it be-v scribed, but such webs may be omitted, and

with or without, shallow grooves 19 are or maybe produced centrally 1n t-he transverse dlmension of the bearing rlng running circumferentially or longitudinally.l These coacting groves result in establishing communication between theI chambers. These grooves may be of concave or, other cross j sectlon.

In the form of the invention shown in Fig# ure 5', similar carrier and bearing rings are' provided except that'the bridges or webs 15 are formed on the bearing ring as distinguished from the' carrier ring and project inwardly into the groove of the carrier ring. Stepcuts or other joints are provided in each ofthe rings as heretofore described, and it is to be understood that any desired form vof opening may be provided at the closure.

This construction in which the .bridges or webs are made a part of the bearing ring, is

the'reverse of the structure shown in Figures y 1 to 4 inclusive in which the bridges or webs and the carrier ring in the forms shown 1n are formed with and in the floor or bottom of the groove in the carrier ring. However, either construction provides the compression or throttle chambers between the two rings Figures 5 to 8 inclusivealso has the flanged walls which support the bearing rings. Primarily, the bridges, whether' formed on the'carrier ring or the lbearing ringcontact with the other ring at its opposing face-that is, the Webs or bridges 15 on the carrier ring Contact vor substantially contact with the inner face of the bearing'ring in the form shown yin Figure 1 while the bridges or webs 15 on the bearing ring, as shown in Figure 5, contactl with the floor or bottom of the groove in the carrier ring. The chambers thus provided .as indicated at 16 may be 4arranged independently, allowinglfor com- :the radial thickness of the bearing ring through the webs is greater than the radial depth of the groove in the carrier ring so that the bearing ring will project from the peripheral edges of the flanges of the carrier ring or other part of the carrier ring itself, so asto prevent contact of the latter with the cylinder wall and insure considerable thickness for wear on the bearing `ring against the cylinder wall the same `as in the forms shown in Figures 1 to 4 inclusive. The grooves or channels in the webs or bridges in each instance. permit of balanced force of compression entering the chambers. -.'l` he same con-'struction may be carried out by radially grooving the bridges when constructed or made a part of the bearing ring Aand the grooves may be formed centrally or grooves or channels in lthe latter form being designated at 17's. It may also be mentioned that the channel or channels through, the

bridges as described are secondary in importance in `view of the fact that the balance 'of the forces of compression and -oil may be established or equalized'by the communication between thechambers at points between the bridgesand the bottom wall ofthe groove inthe carrier ring. This is-primarily proposed as a precautionary measure in assuring the objects of the invention as a whole.

Inthe form of the invention shown in Fig-l ure 8, the reverse of that construction shown in Figure 4 is illustrated,in which a concave groove or channel 20 is provided in the botf tom wall in; the groove of the carrier'ring and shallow concave groove or channel 21- `is provided in the webs or bridges, these grooves -being concaved transversely of the rings and extended circumferentially or longitudinally ofthe co-acting faces, either continuously or broken by the webs. Obviously," the depth of the grooves may be varied according to the requirements and a continuous chamber will be produced between both rings when brought to closure.

In the forms shown in Figures 4 and 8, the portions 22 may be brought iii-contact in the quiescent or normal condition of thefrings and the pressure trap between the rings under the compression or working stroke will separate the ringstendingto force the beary ing ring into engagementy with the cylinder wall, a desideratum in compression practice for producing maximum compression and efficiency. Obviously, other ways of securingy the throttle chamber and the rings may be meV ` split on one side and groove, and ,a

the "although the `forms shown and described are considered especially de-v sirable and advantageous.

While I have shown and described my invention in a preferred form, I am aware that various changes and modifications may be made without departing from the principles of the invention, the scope of which may be determined yby reference tothe appended claims. f

' I claim as my invention:

l.. In a compression and oil control piston ring; comprising an outer ring split on one side andencirclingan inner ring likewise cumference, `and a plurality of webs on one ofthe rings and projecting between the rings, forming a plurality of chambers between the two rings when assembled one Cwithin lthef other and broughtto a closure.

2. In a" compression and oilcontrol piston ring, comprising an outer ring split onv one side and an inner ring grooved about its cir; cumference and split on one side, said inner ring having flanged portions turned outwardlyl from the axis thereof and creating said groove, and a plurality of webs on one of the rings rand disposed about and within said groove, leach web being 'of substantially equal dimension radiallyl while; less in dimension "than theradial-di'mension of the flanges in which the outer ring is mounted while seated on the'plurality of webs and supported laterally by the flanges of the inner ring and orming a plurality ,of chambers between the lies grooved about the cir- "rier ring,

side the other and both rings brought to a cloisure.

5. In a compression and oilcontrol piston ring, comprising a bearing ring split on o ne side and a carrier ring grooved about its circumference and split on one side, said carrier ring having flanged portions turned outwardly from the axis thereof thereby creating the said groove, and a plurality of Webs projecting inwardly and disposed about the inside wall of said bearing ring, each web being of equal dimension radially, and a plurality of chambers between the two vrings when assembled and brought to closure with the webs of the bearing ring seated to the floorof the carrier ringV groove.

` 6. In a compression and oil control piston ring, comprising a bearing ring split von one side and a carrier ring grooved about its circumference and split on one side, said carrier ring having flanged portions turned outwardlvfrom thel axis thereof, thereby creating said groove. and a plurality of webs projecting inwardly and disposed about the inside wall of said-bearing ring, each web being of vequal dimension radially, and a plurality of chambers between the two rings when assembled and brought to a closure, the radial mension of the'chambers being less than the radial dimension of the flanges of the carthan the diameter ofy the bearing ring when the websthereof are seated/to the floor of the carrier ring groove.

v HAZLET'I MLHARDY. I

two rings lwhen both rings are assembled and brought to a closure.

3.. In a. compression andv oil control piston ring, comprising an outer ring split on one-A side and an inner ring grooved about its circumference and split on one side, sa1d inner ring having flanged portions turned ontwardly from the axis thereof and 'creating said plurality .of webs projecting ,i into thespace between the rings and disposed about and within said groove, each web being fof equal radial dimension while less' in dimension than the radial dimension of the flanges in which the outer ring is mounted while seated on' the plurality of webs and supported laterally by the flanges of the inner brought toa closure. and extending tlirou gh the webs. u

ring., and a' chamber communicating betweenl the diameter of whichfshall be less 4. In a compression `rand oil control pistonA ring, comprising a bearingning split on one encircling a split on one sideand grooved about'its circumference,-and aplurality of webs projectinginwardlyfrom the inside wall of the bearcarrier ring likewisel Y ing ring, and a plurality 'of chambers be-.L

tweenthe'tw'o 'rings when assembled. one out- 

